Gas-engine



No. 6|5,052. Patented Nov. 29, |898. H. STRANG.

GAS- ENGINE.

(Application ledvFeb. 11, 1595.)

(N0 Model.) 4 ShBBtS-Shi l.

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No. 6I5,052.

Patented Nov. 29, |898. H. c. STRANG.

GAS ENGINE.

(Application led Feb. 11, 1895.) (No Model.)

4 Sheets--Sheet 2.

lull WW @Mom/Lto@ No. 6|5,o52. I. Patented Nov. 29, |898. H. c. STRANG.

GAS ENGINE.

(Application filed Feb. 11, 1895.) (Nu Model.) 4 SheetS--Sheet 3.

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Patented Nov. 29, |898.

H. C. STRNG.

G A S E N G I N E.

(Application filed Feb, 11, 1895.)

4 SheetsfSheet 4.

{No Model.)

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UNrTnn STATES PATENT OFFICE.

I-IENRIK C. STRANG, OF CHICAGO, ILLINOIS.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 615,052, dated November 29, 1898.

Application filed February 11,1895. Serial No. 538,014. (No model.)

To all whom it may concern:

Be it known that I, HENRIK C. STRNG, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented cert-ain new and useful Improvements in Gas-Engines; and Ido hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to double-actin g gasengines using the three-cycle type-that is, three double strokes of the piston are required to draw in a charge, compress it, and effectively exhaust it, the cycle going on at both ends of the cylinder simultaneously. The result is that there is an explosion at each revolution and a half of the crank-shaft.

The object of the invention is to improve the construction and operation of valve-gear; also, to improve the construction, operation, and combinations of elements in gas-engines of this character.

Figure lis an elevation of the engine, some of the interior parts being indicated in dotted lines. Fig. 2 is a plan, part being broken away to show internal mechanism in section. Fig. 3 is a cross-section on line 3, Fig. l, looking in the direction indicated by the arrow near said line in said figure. Fig. 4 is a crosssection and partial elevation on the line 4, Fig. l. Fig. 5 is an enlarged longitudinal vertical section and partial elevation of parts of the engine near the governor and valves. Fig. 6 is a plan of parts near the governor, showing only a broken half-section of the cylinder and indicating some internal mechanism by dotted lines. Figs. 7 and 8 are cross-sections of cam-shaft, showing cams in elevation and in different positions. Fig. 9 is a crosssection of the cam-shaft and muff.. Fig. lO is a diagrammatic detail of governor connections to gas-valve, proportions of parts being distorted to avoid confusion.

The engine has a horizontal cylinder A, mounted on a stool or support S. The cylinder is continued at one end to form crosshead guides B, and this guide is also continued to form bearin gs B for the crank-shaft C, such construction being common in this art.

The outer end of the cylinder A is closed by a head or cover A', which is cored or waing-box A3 is connected thereto.

,ter-jacketed. The inner cored or jacketed end of the cylinder has a head A2, and a stuff- The pistonrod A4 passes through this boX or gland, and its cross-head A5 is guided in the bearings B2 of the frame. The connecting-rod E connects from the cross-head to the crank-shaft C, which carries driving'or balance wheels D D. The frame is supported under the crankshaft by stool T.

The piston Q on the piston-rod A4 has such length of stroke as to leave spaces (indicated at R R) between the eXtreme position of the piston and the end of the cylinder. As shown in Fig. 2, the piston-head is of such length that its stroke does not carry the following end of the piston when moving in one direction into the space occupied by the leading end of the piston at the beginning of the stroke. Consequently there is a certain portion of the cylinder along the central part which is never uncovered by the piston. This tends to preserve a comparatively cool surface at the central part of the cylinder and prevents communication of lire from one end of the cylinder to the other. The throw of the crank determines the movement of piston.

The crank-shaft C is inten ded to rotate continuously in one direction unless the engine be reversed. A worm F on the crank-shaft C engages a worm-wheel G on shaft H and causes said shaft to rotate continuously when the engine is in operation.

, The shaft H, as shown, extends alongside cylinder A, being supported in suitable bearings and in position to connect readily with the governor and valves of the engine.

There is an air and gas controlling valve I near each end of the cylinder. Each of these valves is operated in one direction by a cam H on the shaft I-I, which cam engages an extension of the valve-stem (see Fig. 5) and lifts the valve when required against the closingpressure of a spring H2, surrounding the valve-stem and serving to close the valve in usual manner. Cams Il have two projections s and t, as shown in Figs. 7 and 8, so that valves I and O are opened twice during each rotation of the cam-shaft. These projections are so arranged as to properly time the opening of the valve to the stroke of the piston.

rlhe air-supply to valves I I is taken through suitable openings, preferably from inside the stool or support S, proper strainers being provided to prevent the inflow of substances other than air.

The exhaust-valves O O are shown on the opposite side of the cylinder A from the airvalves I, and these exhaust-valves are actuated from the cams II/ through the levers IV, which bear on said cams and are supported on suitable fulcrums, as IV', on the frame. rlhe valves O O are shown as communicating with an escape-pipe I), and these valves also open twice during cach revolution of the camshaft.

The gas, which is admitted to each end of the cylinder, eommingled with air, at the third stroke of the piston in each direction, is admitted by valve K to one or the other of the branch pipes N N, said pipes N communicating with the valve-chambers controlled by valves I. lVhen one valve I is open the other valve I is closed, and the direction of movement of the gas admitted through the valve K from supply-chamber ly2 is determined by these valves I and by the piston movement.

The gas-valve K is normally closed by a spring K and is opened at the proper time by connections from a mu'f a, which is rotated with cam-shaft II. 'lhis muff a has a camgroove l1 in its periphery, into which groove the end of the lever f or a roller thereon enters. rlhe upper end of leverfbears against the end of link m, which link is connected to one arm of a bell-crank lever g, the other arm of said lever f/ being under the stem of valve K. Thus when link m is thrust endwise by the action of the lever f the bell-crank lever q lifts the valve K. (See diagram, Fig. 10.) The spring K' tends to restore bell-crank lever g, as well as the valve, to position.

A governor K, of usual construction, is driven from the shaft lI by engaging bevelgears or in other suitable manner. A sleeve Y on said governor is lifted by the rapid rotation of the governor -balls. This sleeve raises or lowers one end of a lever h, which has a fulcrum at fz, by means of a pin or projection on said lever entering a groove in sleeve Y. A link o connects lever h to link m, so that the end of link on removed from bell-crank lever g may be raised by the action of the governor. When so raised, the lever f may move back and forth under link m without moving said link and of course without actuating the valve K. Thus when the engine is running rapidly the gas-supply will be entirely out off by the act-ion of the governor, although the muil' (t will move its lever f at the proper intervals to open said valve K.

The timing-valves L L, properly located to prevent the ignition of the explosive charge except at the proper intervals, are actuated from the shaft II by cams L, which open said valves but once in the rotation of the shaft, in well-known manner.

The explosive charges are ignited by proper igniters in the funnels M M, such funnels being by preference tubes lined with asbestos and communicating with the spaces R R in the cylinder when the valves L L are opened.

In operation mixed gas and air are admitted behind the piston to one of the spaces R by means of gas-valve K and air-valve I, operating` as described. The valves I and K immediately close to prevent the escape of the mixture, and the piston moves forward, permitting the gaseous mixture to expand. On the return movement of the piston the mixture is compressed into space R, and after the crank has passed its center the timingvalve L is opened and the explosive mixture is thus admitted to the ignition-tube and ignited. A forward impulse is thus given to the piston and so to the crank-shaft and flywheels. On the next return movement, the valve I being closed and valve O open, the burned gases are expelled. At the next forward movement air only will be admitted through valve I, valve K being closed. At the next return movement this air will be ejected through the exhaust. At the next reciprocating stroke gas and air will be again admitted, compressed, andignited, unless the gas be cut oil' by the governor, when that stroke will be passed and gas will not again be admitted until the third stroke thereafter. The action of Valves and chambers at the opposite end of the cylinder is similar, and as the normal explosion at each end of the cylinder is with every third stroke the actual explosions in the double-acting engine will be at the rate of an explosion to each one and a half revolutions of the crank-shaft, unless this rate be reduced by the action of the governor.

It will be understood that the drawings are not intended to illustrate the actual scale of construction, but only to enable. a mechanic skilled in this art to understand the construction and operation of the engine, and that intelligence will be expected to be exercised in making departures from the general principles indicated.

lVhat I claim isl. In an engine of the character described, the double-actin g cylinder, separate air-valves communicating with chambers at each end of said cylinder, double cams operating said valves twice with each rotation of the calnshaft, a gas-supply pipe leading to both said air-valvesand a single gas-valve controlling said gas-pipes, and a single driving-shaft having separate cams operatively connected to the air-Valves, and a cam-lever operatively connected to the gas-valve, all combined substantially as described.

2. In an engine of the character described, the double-acting cylinder and the piston therein, the chambers at each end of the cylinder and the valves arranged as described to normally produce an explosive stroke at each third stroke of the piston, and the gov- IOO IIO

IIS

ernor connected to the gas-inlet-valve connections, to disengage the same and cut oi the gas-supply When the engine runs at abnormal speed, all combined substantially as described.

3. In a gas-engine of the character described, the double-acting cylinder, piston, and chambers at the ends of the piston-stroke, the rotating shaft alongside the cylinder and the air-valves operated thereby twice with each rotation of the cam-shaft, as described,

the muff lever and link connected to the gasvalve, and the governor connected to said link to disengage the same and render the gasvalve inoperative, all combined substantially as described.

In testimony whereof I affix my signature in presence of two Witnesses.

HENRIK C. STRANG. Vitnesses:

L. M. FREEMAN, L. B. COUPLAND. 

